Aeroplane.



1. T. SIMPSON.

AERQPLANE- APPLICATION FILED AUG-22. I911- 1,159,720. Patented Nov. 9,1915.

8 SHEETS-SHEET I.

II II I 46 Witnesses 8/ g 42% a W Attorneys.

J. T. SIMPSON. I

AEROPLANE.

APPLICATION F-ILED AUG-22. 1911.

1,159,720. Patented Nov. 9, 1915.

8 SHEETS-SHEET 2.

g r I MIQ! Witnesss Inventor T'MT M/M/ Attorneys.

8 SHEETS-SHEET 3.

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J. T. SIMPSON.

AEROPLANE.

APPLICATION FILED AUG-22. 19H.

Patented Nov. 9, 1915.

JHWT m J. T. SIMPSON.

AEROPLANE.

APPLICATION FILED Aue.22,1911.

8 SHEETSSHEET 4.

Patented Nov. 9, 1915.

Attorneys.

J. T. SIMPSON.

AEROPLANE.

APPLICATION FILED Aue.22, 1911.

Patented Nov. 9, 1915.

8 SHEETSSHEET 5.

Inventor Ajttorneys.

Witnesses J. T. SIMPSON.

AEROPLANE. I

APPLICATION FILED AUG-22 I91]- 4 1,159,720. Patented Nov. 9, 1915.

8 $HEETSSHEET Y" A n mm iventor J Mam Attorneys- Witnesses J. T.SIMPSON.

AEROPLANE.

APPLICATION FILED AUG-22. 1911.

1,159,720. Patented Nov. 9, 1915.

8 SHEETS--SHEET 7.

Witnesses 51 50 Inventor M Ga /M I A o y J. T. SIMPSON.

AEROPLANE.

APPLICATION FILED AUG-22. 1911.

Patented Nov. 9, 1915.

8 SHEETSSHEET 8.

Witnesses: 62, o f .1 62 l v w .WWTW

JOHN THOMAS snvirson, or NEWARK, new .iERsEY.

AEROPLANE.

Application filed August 22, 1911. Serial No. 645,359.

To all whom it may concern:

Be it known that I, JOHN T. Sm rsoina citizen .of the United States, andresiding-1n Newark, in the county of Essex and State,

of New Jersey, have invented a certain new and useful Aeroplane, ofwhich the following is a specification.

The object I have in view is the production of an aeroplane which willhave features of advantage in general design and improvements in detailsover those heretofore suggested.

One feature of design is the provision of means whereby the angle of theplanes may be changed during flight. The angle of the sustaining planesmust vary according to Heretofore, if athe speed of the machine. machinewas intended for high speeds, the angle being a very small one, must bemade before the machine starts. If the machine is not intended to havehigh speed but is intended for slow speed work the angle must be asharper. one. Heretofore this angle of the lanes has been changed eitherin the design of the machine when it is built or by changing of theangles of the planes while it is at rest.

Another object is to produce a duplex arrangement of the propellerswhereby a plurality of propellers is used. They may be disconnected orconnected to the motor during flight, so that in the event of injurytoone or more propellers, others can be relied upon without necessity ofthe machine descending to the ground.

Another object is to provide a duplicate arrangement of engine wherebythe machine may be propelled by one or more engines and the number ofengines in use may be changed during flight.

Another object is to produce greater safety by making the breaking ofany control or guy not result in the falling of the machine, whichprovision I accomplish by making all of the guys and operating Wires forthe controls in duplicate and connecting them in such a manner that thestrain is equally dis tributed.

A further object is to provide a flexible sustaining plane, which willautomatically adJuSt itself to changes in force and direction of theWind.

Specification of Letters Patent.

Patented Nov. 9, 1915.

A further object is to produce a design in which the operator will beprotected in the event of accident from the weight of the machineryfalling upon him. i

fiight, without the operator leaving his seat.

Another object is to improve the details of construction of the planes.

Another object is to provide means .whereby sudden changes of the forceand direction of the wind will be automatically taken up.

These and further objects will appear from the following specificationand accompanying. drawings, considered together or separately.

In the drawings, Figure 1 is a plan view of the complete apparatus, withone-half of the-main supporting plane removed. Fig. 2 is a sectionalview taken on the line 22 of Fig. 1. Fig. 3 is a similar view taken onthe line 3-3 of Fig. 1. Fig. 4 is a front elevation of half of theapparatus shown in Fig. 1. Fig. 5 is a sectional view taken on the line5-5 of Fig. 1. Fig. 5 is a detailed sectional view taken on the line aaof Fig. 5. Fig. 6 is a front elevation, on an enlarged scale, of thecentral portion of the apparatus. Fig. 7 is a side elevation of theforward part of the apparatus, the planes being shown'in section. Fig..8 is a similar. view of the rear end of the apparatus. Fig. 9 is asectional view, taken on the line 99 of Fig. 8, looking to the rear.Fig. 10 is detailed plan view showing the means for bracing the body.Fig. 11 is a side elevation of the same. Figs. 12 and 13 are detailedviews of a device for tightenof the main plane with the coveringremoved. Fig. 21 is an enlarged sectional view taken on the line 2121 ofFig. 20..

Fig. 22 is a similar view taken on the line 22-22 of Fig. showing thecovering in place. Fig. 23 is a detailed plan view showing the means forsecuring the ends of the covering together and to the ribs. Fig. 24 is asection on the line 24.-2 l of Fig, 23. Fig. 25 is a view similar toFig. 23 showing the means for securing the covering to the ribs. Fig. 26is a section taken on the line 26-26 of Fig. 25. Fig. 26 is a section.on the line 2626 of Fig. 25. Fig. 27 is a detailed sectional view of themeans of bracing the forward edge of the lifting plane, said sectionbeing taken on the line 27--27 of Fig. 28. Fig. 28 is a sectional viewtaken on the line 28 -28 of Fig. 27. Fig. 28 is a sectional view similarto Fig. 28, showing the means for flexibly supporting the rearward edgeof the main plane. Fig. 29 is a detailed plan view of the wire tightenershown in Fig. 28. Fig. 30 is a detailed sectional view of the engineshaft and one of its sprocket wheels, the sectional view being taken onthe line 303O of Fig. 31. Fig. 31 is a section taken on the line 31-31of Fig. 30. Fig. 32 is a side elevation of my improved clutch. Fig. 33is a section of the same, taken on the line 33-33 of Fig. 2. Fig. 34: isan elevation of a form of pedal for operating the clutches. Fig. 35 isan end elevation, showing the devices for cranking the engines. Fig. '36is a side elevation of the same; and Fig. 37 is a detailed section ofthe cranking rack and its guide.

In all of the views, like parts are indicated by the same referencecharacters.

General. cZesign.In general design, my improved aeroplane comprises amain sustaining plane 1, arranged adjacent to the fore end of thebody,and of the usual crosssection shape, and with its two halves inclined atthe correct dihedral angle. Below the main sustaining plane is anauxiliary sustaining plane 2. This auxiliary sustaining plane ispreferably slightly narrower than the main sustaining plane, but ofabout the same spread, and it is formed of three parts; a fixed centerpart 3, and two adjustable wing parts 14, the center part 3 extendingunder the body and propellers and the machinery. On both sides, frompoints at about the centers of the propellers, are located the wingparts which are adjustable together for changing their angle ofincidence in accordance with. the speed of the machine, andindependently for feather- -jacent to the inclined members.

ing or changing their angles for the purpose of stabilizing the machine,and also as a brake for slowing up at landing. The body 5 is long,narrow and boat-shaped, sharp at each end. It is above the engines andcontains seats for the aviator and passengers, and also carries thetail, the balancing rudders and the rear skid. The supporting wheels areconnected to the body, and are below the same. The controlling devicesare attached to the body within convenient reach of the aviator. Themachine as shown has two propellers and a tractor, which will bedescribed in order, and two motors so arranged that they may beconnected, one or both, to the two propellers, or one or both to thetractor.

The body-The body 5 is made up of longitudinal members, inclined andhorizontal members, tie members, tension members and a covering, and isbest shown in Figs. 8 to 13 inclusive. The structure which I hereindisclose is an improvement on that illustrated in my applications forpatent filed April 5, 1910, Serial No. 553,621, and filed July 12, 1910,Serial No. 571,557. The lowermost longitudinal member 6, which isanalogous to the keel of a boat, extends from the front of the body tothe rear. The other longitudinal members 7, 7, two in number, which areanalogous to the clamps of a boat, are arranged above and each to oneside of the center of the member 6, curving in at their ends, so as tomeet the end vertical members 8, 8. The cross-section of the body istriangular in the middle, as best shown Fig. 9, but gradually mergesinto a vertical line at each end, as shown in Fig. 1. The inclinedmembers 8 are arranged at suitable distances apart, and the twolongitudinal members 7 and 7 are connected at intervals by curvedhorizontal members 9, 9 analogous to the deck-beams of a boat, thesehorizontal members being located ad- The inclined members 8 andhorizontal members 9 are each divided into three parts at the placewhich is adjacentto the longitudinal members. The center part 8 iscountersunk into the longitudinal member and terminates there, as shownin Fig. 13*. The two side branches 8, 8 are bent apart at substantially90, each being partly countersunk into the longitudinal member andextending to'a point along the longitudinal member until it comes incontact with the brach' of the next inclined or horizontal member, asshown in Figs.-10 and 11. The inclined and horizontal members in juxtaposition are tied together and to the longitudinal members by tiemembers 10, which are countersunk in the inclined, horizontal andlongitudinal members, as shown in Figs. 12 and 13 and are secured bymeans tangular panels formed by the longitudinal, inclined andhorizontal members.a're connected by diagonal tension members, or wires11, 11 (see Figs. and 11), these members being connected to thehorizontal and inclined members close to their points of connection tothe longitudinal members.

A tension device 11 puts tension upon these ings for the peg.

wires. The wires are made in duplicate, that is, one on the inside andone on the outside of each inclined and horizontal memher. A covering 12(see Fig. 13) surrounds the sides and top of the body, except the openspace, which is occupied by the aviator, this open space being analogousto the well or cock-pit of'a boat, and is indicated by the character 13(see Fig. 1). The tension devices are best shown in Figs. 12 and 13.Each comprises a peg 11", having each end reduced and squared at 11 and11 These reduced ends pass through bearing plates l1 one on each side ofan inclined or horizontal member. These plates serve as bearwind up twowires, and to carry plates for anchoring two other wires. These platesare indicated by the character 11 which plates loosely engage with thepegs. The wires 11 pass through holes in the peg, said holes being twoin number at right angles to each other slightly offset, and the wiresare tightened by rotating the peg by means of a key applied to thesquare end 11, which projects through the covering 12. The peg is keptfrom turning, except when it is desired to adjust the tension on thewires,

by means of a keeper 11 which has a square opening through whichthe'square end 11 passes, said keeper having depending edges whichembrace the plate 11. This keeper is held in place by a cotter pin 11which is removed when the keeper is disengaged from the plate 11 whenthe peg is to be rotated, a hatch or,opening 12 in the cover beingprovided for the purpose of permitting this to be done. There is one ofthese tension devices on each end of each inclined and horizontalmember, so that two inclined tension members or wires are provided fromeach corner to the corner diagonally opposite in each panel formed bycontinguous inclined and horizontal members.

Planes-The details of the main plane are best shown in Figs. 1 and 19 to26 inclusive. A spar 14 extends across the apparatus and forms the mainsupport for the plane. An additional spar 15, parallel to the spar 14:,supports the rear part of the plane. Longitudinals 16, measured inrelation to the axis of the machine, are applied at the proper intervalsat right angles to the spars. These longitudinals are made fiat, with acentral gutter (see Fig. 22). A lacing 17 of wire or other filamentousmaterial, passes through openings in thelongi- Each peg is adapted to itudinals, the parts above and below the upper and lower longitudinalsrespectively, lying within the gutter. Where the lacing comes in contactwith the spars-Hand 15, it is coiled several times around the latter.The ends of the longitudinals, at the rear, are preferably bent around alateral rod or wire 18, and at the front the two ends of the upper andlower members of the longitudinals are connected to a nose-piece 19.

At intervals, and parallel to the spars, are laterals 20, these lateralspassing inside of the longitudinals, and in contact therewith. They areconnected to the longitudinals in any suitable manner. The laterals aremade. like the longitudinals, with gutters, and they are provided with alacing 21, similar to the lacing 17. Where the lacings 21 and 17 passthrough the laterals and longitudinals, the may be secured by solderingor brazing; also the openings through which they pass may make a closefit so that the wires will be nipped and movement prevented. Where thewires cross, they may be wrapped and soldered so as to prevent relativemovement. This produces a flexible and very light and strong foundationfor the plane. The framing thus described is covered with flexiblematerial 22. This covering is secured at suitable intervals to thelongitudinals, and is arranged so that it can be taken off, andreapplied when desired. The details of attachment to the longitudinalsare shown in Figs. 23 to 26. A plate 23, preferably of metal, and aboutas wide as the longitudinal, is secured to the upper surface of thecovering adjacent to the longitudinal. This plate is channeled upward at24, and this channel is provided at intervals with notches or slots 25.A wire or rod 26 rests wholly in this channel, and links 27 pass throughthe slots 25 and over the rod 26, the lower end of the links being bentaround under the longitudinal member 16. By distorting the links 27,their lower ends may be straightened out and they can be removed. Aplate 28 is secured by rivets 29 to the lower surface of the covering.This plate is provided with notches or slotssimilar to the slots 25 forpassage of the links. The rod 26 engages with the upper surface of thisplate and holds the same down, and through the connection of the rivets29 they also hold the plate 23 down, keeping the covering in place. Iprefer to make the covering in strips, each joint being parallel to andcontiguous to a longitudinal. Figs. 23 and 2 1 show the means ofattachment of contiguous strips. On the free edge of the cover isattached a plate 30, by means of rivets or other fastenings. This plateis provided with notches 31 at intervals, and is bent to tubular format32. The notches are substantially the same width as the'tubularportions, and the plates on abutting portions of the cover are arrangedso that the channels and notches will intermesh or dovetail like theleaves of a hinge. A rod or wire 33 passes through these channels, andconnects sections of the cover to ether. The links 27 may be interposedat intervals in order to hold both plates down to the longitudinal belowit.

Connections between body and planes.- Fig. 7 shows the forward spar 14of the auxiliary plane 2 passing through the front part of the body. Theforward spar 14 of the main plane 1 is substantially parallel to thespar 14 of the auxiliary plane, and passes over the body. It issupported adjacent to its center by the two vertical members 34, seeFig. 6, which pass down the sides of the body and converge at a pointsome distance below the same. Two additional vertical members 34 connectthe ends of the fixed part 3 of the auxiliary plane with the spar 14 ofthe main plane. Fig. 27 shows other vertical memhere 35, disposed atintervals across the width of the machine, connecting the spar 14 of theauxiliary plane to the spar 14 of the main plane. Diagonal wires 36brace the structure thus formed. The spar 15 of the main plane issupported by two vertical members 37. These vertical members 37 areconnected to the sides of the body. Two

more vertical members 38, in line with the vertical members 34*, connectthe spar 15 of the main sustaining plane and the spar 15 of the centerpart 3 of the auxiliary plane. This forms an open-work frame, whichsustains the propeller shafts. Diagonal members 39 connect the spar 14of the wing members 4, 4 of the lower plane and the spar 15 of theupperplane. Other diagonal mem-- bers 40 connect the fronts of the lowerplanes with the spar 15 of the upper plane, and additional diagonalmembers 41 connect the spar 14 of the upper plane with the rear part ofthe center part 3 of the auxiliary sustaining plane 2. Members 42connected at intervals to the front of the lower plane are connected tothe depending portion 43 of the body, see Fig. 4.

The details of the connections between the spars of the lower plane arebest shown in Figs. 27, 28 and 29 inclusive. The vertical member 35 isconnected to the spar 14 of the upper plane by means of a fitting 63.This fitting, which may be formed of sheet metal, has two parts with ahole through each through which the spar passes; between these parts isa concave table 64. The upper end of the member 35 is provided with aferrule 65. A bolt 66 passes through the upper end of the ferrule andthe concave table 64; a washer 67 with its upper face convex in shapeand engaging with the lower face of the concave table 64, is interposed,with the bolt 66 passing through it. Two strips 68 are interposedbetween the washer and the end of the ferrule. The bolt clamps all theseparts together, and owing to the spherical nature of the washer and thetable, the parts can adjust themselves to inequalities in tension.Thelower end of the members 35 is connected very similarly to the upperend, but as shown, is not provided with the concave and convex features.A ferrule 65 and fitting 63 are provided, together with strips 68 and abolt 66 The table 64 is fiat instead of concave, and there is no washer.The fitting 63 is secured to the spar 14 of the auxiliary plane by amounting which permits rotary movement of this spar within the fitting.This mounting consists of col lars 69, in which the fitting 63 engages,the collars loosely turning within the fitting.

The diagonal wires 36 are connected to the strips 68 and 68 by tensiondevices shown in Figs. 28 and 29. The details of these tension. devicesare as follows: The end of eacl strip is bent back over upon itself,forming a bearing 7 O. A notch 71. is provided about the middle of thebent back portionof the strip, and a peg 7 2 lies within this bearing70. Both ends of the peg are squared, one end 73 being for attachment ofa wrench or key, the other end 74 being for attachment of the keeper 75. This keeper has a squared notch 7 6 in its free end, and this notchfits over the squared end 74 of the peg. A cotter-pin 77 passes throughan opening in the squared end 74, and holds the keeper in place. Acollar 78 on the peg keeps it from. moving in the opposite direction.The turned-over portions of the strip and the keeper 75 are securedtogether by rivets 79. As shown, the strips are double, each hav ing oneof the tension members already de-- scribed at each end; therefore,provision is made for the wires 36. to be in pairs, so that the strainupon each is substantially the same. intended to be amply strong to takethe strain. The diagonal members 39, are secured tothe ferrule 65 by asleeve 80. The upper end of the diagonal member is secured to the rearspar 15 of the main plane by an elastic connection which allows acertain amount of relative movement. The de- Should one wire break, itsmate is rod 81, is attached. to the spar 15, and extends down into thecenter of the member 39, which is here shown as hollow, or if solid,into a hollow continuation of the same. This member 39 is provided witha sleeve 82, at its upper extreniity-,},and {strips 68 pass over and aresecured-- to-tliis sleeve. Inside of the member 39 the rod is providedwith a cup 83, and a fixed cup 84 engages inside of the member andaround the rod and against the sleeve 82. A coil spring 85 surrounds therod and engages the two cups, holding them normally separated. A sleeveextremity of the lower planes.

86 on the rod normally engages with the strips 68 When any sudden stressis put upon thev rear ends of the main planes, they have atendency tolift, which momentarily compresses the spring 85 without distorting theframe.

Supporting apparatua-The apparatus is sustained upon the two wheels 44,adjacent to the front of the machine, and the skid 45 at the rear. Inaddition to these, there are wing skids 46, 46, adjacent to theoutermostThe two wheels 44,(see Figs. 4 and 6) are secured to the dependingportion 43 of the body by means of an axle 47 This axle is pivoted at48. Guides or braces 49 extend forward (see Figs. 6 and 7 and arepivoted to the depending portion. Inclined rods 50 connect the outermostportions of the axle adjacent to the wheel to the body. Shock absorbers51 are interposed between the ends of the rods-and the body. These shockabsorbers contain stiff springs sufficiently strong to lift the mainskid 52 from the ground under normal conditions, but when the car dropsupon the ground, these absorbers will permit the axle to flex downwardin the middle, allowing the skid to strike the earth and revolve thewheels from the shock of alighting. The main skid is supported upon thedepending portion 43 of the body, and is strengthened by braces 53. Thisskid is formed with a fiat bottom and a longitudinal strengthening bead54, and in a kerf between the skid proper and rib it is provided with astrip 54 of spring metal, so as to give it elasticity and strength. Thestrip 54 laps over the end of the skid and is secured to its under sideso as to form a shoe. The rear skid, best shown in Fig. 8, is pivoted at55 to the bottom of the body, and is supported adjacent to its rear endby a rod 56 and a coiled spring 57. This rod is connected at one end .tothe skid 45 and at the other end to a fitting 58, the said fitting beingsecured to the bottomof the body and also forming the lower support forthe vertical rudder. There is sufficient room above the fitting to allowthe rod 56 to be raised when the skid strikes the ground. The wing skid46, shown in Figs. 4, 5 and 5 is pivoted at 59 to the front of the wingpart of the auxiliary plane. The front of this skid turns up on a curveand is forked at 60.' The two tines of the fork straddle the frontmember 35 and the diagonal member 39. A bar 61 is in front ofthediagonal member, and a spring 62 connects this bar to the verticalmember 36, and normally tends to hold the bar in contact with theinclined member. When the skid strikes the ground it turns upon itspivot 59 against the tension of the spring 62, allowing that end toslide along the ground. As soon as the wing skid lifts off the ground,as it will as soon as the apparavided with two. yokes 95 tus becomeslevel, the spring 62 will swing the skid to its normal position so thatit will be ready in case it strikes the ground again.

Rear plane and rudder.The rear horizontal plane and rudder are bestshown in Figs. 1, 8, 9 and 14. The tail plane 87, is arranged in twoparts,one part on each side of the body. They extend in a horizontaldirection along the upper edges of the body from a point intermediatethe center and rear end of the body, to a point adjacent to that part ofthe body which curves into the rear vertical member 8. The planes are ofgreatest width at the rear, tapering to a trolled by means of yokes 90,and wire braces 91. They are connected to a pivot 92, which extendsthrough the, body, each rudder 89 being rigidly connected to the pivot,so that the pivot turns with the rudder.

The rear vertical rudder is shown in Figs. 1,8 and 14. The rudder 93 ismade of a frame covered with a fabric, and is secured in place by a toppintle 94, and a bolt on the fitting 58 at the bottom. The rudder isproand 95 l/Vire braces 96 connect the ends of these yokes to variouspoints ofthe frame of the rudder.

Adjustment of pZanes.-The adjustment of planes is best shown in Figs. 3,5, 6, 7 and 14. The main plane 1, and the center part 3, of theauxiliary plane 2 are rigid except the,

automatic, flexible adjustment of, the rear.

ends of the jmain planes, as previously described; the winged parts 4,of the auxiliary plane are adjustable' These parts have a,

bilizing or maintaining a horizontal equilibrium. This adjustment isindependent and afiects both planes in opposite directions. That is tosay,moves in one direc- 7 tion on one plane, and in the other directionon the other, at the same time. The means for adjusting for stabilizingwill first be described. The plane being supported at its front end bythe spar 14, the latter being mounted in bearings that turn in thefitting 63 as described in connection with Fig. 28, the rear portion ofthe plane is adjusted up and down by the following mechanism: A

yoke 97, is pivoted to the plane. The pivot 100 of the yoke carries arms98, rigidly connected thereto. These arms 98 are fulcrumed at 99, whichfulcrum is adjustably carried by the bracing of the main plane. As Iwill describe later, this fulcrum 1s mov able in relation to theadjusting movement.

Suitable wires, to be described later, twist the yoke. The fulcrum 99being stationary, it'follows that the pivot 100, of the yoke,

when rotated, will be moved up and down and with it, the plane.

The adjusting device is as follows: The fulcrum 99 is carried by a rod101. This rod 101 is carried by a sleeve 102. This sleeve 102 slidesupon the diagonal member 39; a suitable device adjusts the position ofchanged, if the fulcrum 99 is moved up or down, the angle of the plane 4will be similarly moved. The wires which control the yoke are soarranged that the movement of the fulcrum will not materially change theposition of the yoke upon its axis.

Era/gene a0mwctz'ons.The engine 103 is duplex, shown in the form of twomembers, 103 and. 103*, each having two double-opposed cylinders. Theengine is supported upon a frame 104, lying below the body 5. Eachengine has a shaft 105, 105, the two shafts lying end to end, as shownin Figs. 7 and 36. There are two propellers, 106 and 106, each mountedupon a shaft 107, 107, and connected bychain gearings 108, 108*, to acountershaft 109. One of the chains is crossed, as shown, so that thetwo propellers turn in opposite directions. Each propeller shaft 107,107 is carried upon an outer bearing 11.0, suitably supported by braces111, and an inner bearing 112 suitably supported by the vertical member37. Struts 113 connect the shafts 107 and 107 a to the countershaft 109.Castings 114, cover and protect the chains. A tractor 115, which issimilar to the propellers except that its work is by pulling instead ofpush ing, is'mounted upon the extreme front of the body and carried upona shaft 116, and is supported in suitable bearings in the body. A chain117 connects the shaft 116 to the front section of the counter-shaft109. A strut 118 connects the two shafts at this point. Suitable devicesare provided so that one or both engines may operate the propellers orthe tractor, or both, or may be entirely disconnected. These devices areas follows: Each engine is connected to the countershaft 109 by a chain.119, 11.9. A friction clutch 120, 120, is interposed between the engineshaft and the chain. The connection between the countershaft 109 and thechains 108 and 108 is by means of a friction clutch 121, and theconnection between the counter-shaft 109 and the chain 117, is by meansof a friction clutch 122. These clutches 120, 120, 121 and 122, arecapable of being independently connected and disconnected as will bedescribed. By their manipulation it is possible to.connect either orboth engines to either the propellers or the tractor, or to bothpropellers and tractor, or to discon nect them at will.

Uluzfclw..-I prefer to use the'clutch illustrated in Figs. 32 and 33, inwhich the clutch is located within the fly-wheel of the engine.Referring to Figs. 32 and 33, 123

is the fly-wheel, secured to the shaft 105 by means of a key or othersuitable fastening 124. This fly wheel has a thickened rim 125, said rimoverhanging the shaft, as shown. To the rim is attached a plate 126 byscrew threads or other fastenings, as shown. This plate hasa cylindricalsleeve 127, surrounding the shaft. On the sleeve is a removable flange128. Surrounding this flange and sleeve is a barrel 129. This in turn.surrounds the spring 130. One end. of the spring abuts against theremovable flange 128, and the other end against an inturning flange 131,carried by the barrel. This .barrel has a longitudinal movement upon thesleeve 127 but is kept from relative rotary movement by means of a pin132, which passes through an opening in a lug 132, and is carried by theplate 126. On the barrel is a plurality of bosses 133, which carryadjustable abutments 134. These abutments engage with levers 135, whichare pivoted to ears 136 carried by the plate 126. Between the front endof the lever and its pivot is a pin 137, passing through an opening inthe plate, provided with a head which engages the disks of the clutch.

Between the fly wheel and the plate, and between the sleeve 127 and theshaft, is a clutch member comprising a sleeve 138, and a clutch memberproper 140. This sleeve 138 carries a sprocket 139, and turns upon theshaft 105 being provided with a bushing 141. The clutch member proper140 carries annular gaskets 142, which bear against the inner face ofthe fly wheel and the inner face of the plate and serve to exclude dustand to prevent the escape of the lubricant which is outside of theclutch member proper. Annular plates 143 lie within the space outside ofthe clutch member and are secured to the same by having notches whichengage with ribs 144 on the clutch member. Another set of annular plates145, alternately arranged with the former set of plates, have notcheswhich engage with ribs 146 carried by the fly wheel. The barrel 129 isprovided with a groove 146*, within which a fork 146 (see Fig. 7 playsand means of which it is given longitudinal movement. The expension ofthe spring through the agency of the levers compresses the plates andlocks the parts together. By moving the barrel in the other direction,the plates are released and the fly wheel will turn without turning thesprocket 139.

Clutch actuating mechanism.-The various clutches are actuated by fourpedals (see Fig. 14); the pedal 147, controls the clutch 120; the pedal148, controls the clutch 120 the pedal 149, controls the clutch 121, andthe pedal 150, controls the clutch 122. These pedals are connected totheir respec tive clutches by wires 151, passing around pulleys 151*, asshown in Fig. 14. The details of each pedal are shown in Fig. 34 showingthe pedal 147, but the same arrangement is used on the other threepedals. This pedal is supported upon a pivot 152, and carries a lever153 to which is connected the wire 151. On the body of the car ispivoted a dog 154, moved into active position by means of a spring 155against a stop 155 This dog is provided with a lip 156, which engagesthe free end of the pedal when the latter is pressed to the engagedposition. The operator can press the pedal so that its free end engageswith the dog, and then canremove his foot from the pedal. When it isdesired to open the clutch the operator may kick the dog/154 fromengagement with the end of the pedal and the clutch spring will causethe clutch members to engage. .He can use his two feet for actuating thefour pedals and controlling the four clutches.

Engine starter.The engine starting device is shown in Figs. 14, 35, 36and 37. In a flying machine it is highly desirable to make the operatorindependent of engine stoppages, and this "device, whereby the enginescan be stopped and started without alighting, I regard as very valuableand important. The details are as follows :The rim 125 of each fly wheelis provided with teeth 157, each of said teeth having an inclined andvertical face, constituting ratchet teeth. In connection with theseteeth is provided a flexible band 158, this band being best formed, asshown in Fig. 87, of a series of metal and elastic bands of leather orrubber. This toothed band is carried in a frame 159, the shape of an arcof a circle. The frame has inturned edges 160, which support the band atits edges, allowing the teeth to be exposed. The frameis supported inthe body of the aeroplane by means of springs 161, shown in Fig. 35. Theband is moved normally in one direction by a wire 162, through theagency of a spring 163; a stop 164limits the extent of movement. Theband is moved in the other direction by means of a wire 165, through theagency of a lever 166. \Vhen at rest normally, the springs 161 hold theband out of contact With the teeth on thefly wheel. Upon the lever beingmoved to exert stress upon the of a wheel 177 adjacent to the aviator.

vice that by moving the lever 166 forward one engine will be cranked,and backward the other engine will be cranked, thus operating twoengines with one lever.

Owerm'dng device-The over-riding device is best shown in Figs. 30 and31. The shaft 109 is connected to the engine shaft by means of a radiusrod 167 and a bearing 168. Sprockets 169, 169*, are provided for thechains 119, 119. These sprockets are connected to the shaft 109 by meansofclutches and balls 172. WVhen the sprocket rotates in one direction,the balls fall to the base of the cams and when rotated in the otherdirection, the balls ride up on the faces of the cams and jam betweenthem and the inner 170; each clutch has a series of cams 171,

face of the recess in which the cams and.

balls play, locking the shaft and the sprocket together. This is thepreferred form of clutch, but it is to be understood that any othersimilar form of clutch can be used. By utilizing a clutch for eachsprocket, it is apparent that the load will be taken. up by the fastermoving engine. If one engine moves slower than the other, its clutchwill be disengaged and will not do any of the work. I find thisarrangement very useful, as it enables me to stop one engine withoutaltering the speed of the other, and then, when necessary, the enginewhich is stopped can be started, and it will run until it gets the samespeed as the other engine, when it will take its share of the load.

BralceaThe brakes are shown in Figs.

1, 7 and 14. These brakes are in addition to the auxiliary planes. Iprovide two Windbrakes, 173, (see Fig. 14) pivoted to the frame of themachine .and actuated by toggle levers 174. A spring 175 normally movesthese levers in position to keep the brakes in a longitudinal line withthe direction of travel of the machine. A wire 176, working in thedirection opposite the tension of the spring, serves to swing the brakesupon theirv pivots 173"* at right angles to the direction of travel, asshown in Fig. 1, making a wind brake for checking the speed of i themachine. By using a toggle joint the brakes may be kept .open with erylittle eifort- Thewire 176 is controlled y means In connection with thewind-brakes I employ a ground brake or brake shoe 178, shown in Fig. 7.This brake shoe is secured by a pivot 179 to the machine, and isactuated by means of a toggle 180. A spring 181 normally flexes thetoggle and lifts the shoe from the ground. The toggle is moved in theother direction by means of a wire 182, passing around pulleys as shown,and around the drum on the wheel 177.

007267'011678.Th6 angle of incidence of the planes 2, 2, is controlledby means of wires 183, 184, (see Fig. 7) which move the sleeve 102 upon.the rod 39. These wires pass around suitable guide pulleys 184 to a drumcarried by the wheel 185, said wheel being located at one side of theaviator and opposite the wheel 177. The devices for steering andstabilizing are best shown in Figs. 7 and 1 1. A shaft, 186, carryingdrums 187, is mounted in suitable bearings 189; wires 188, connect thedrums 187 to the yokes 97 (see Fig. 7.) A shaft 189 is con nected to theshaft 186 by a universal joint 190. The free end of this shaft carries ahand wheel 191 within convenient reach of the operator. The shaft 189 isconnected by wires 192 to the rudder 93, the ends of the wires beingconnected to the shaft by means of a sleeve 193, allowing the shaft toturn.

These wires are crossed, as shown "in Fig.

14:, so that the rudder will turn in the same direction as the shaft189, and the machine will, therefore, turn in the direction in which thehand wheel is moved; For the purpose of operating the stabilizingdevices, a cross shaft 194 is provided, its ends being mounted on thebearing '189. This shaft is made in two parts, interrupted by theuniversal joint 190 and these two parts are connected by a slottedsector 195. The shaft 189 passes through the slot in the sector. Thisslot allows the shaft to be moved from. side to side, effectinghorizontal steering, and, through the engagement of the shaft with thewalls of the slot,'oscillating the shaft 194. On the outer ends of thecross shaft 194: are arms 196, (see Fig. 7), andthese arms makeconnections bywires 197 to the rudders 89. It will be apparent from anexamination of Fig. 11, that the wires of both rudders are in duplicate(see Figs. 7,

8 and 1 1), hence, if one wire breaks, the rudders will not be out ofcontrol.

' Shock absorbers.The shockabsorbers which are shown as supplied to thewires in Figs. 8 and 14, are shown in detail in Fig. 18, each comprisingan inner frame 198,- having looped ends 199 and an outer frame 200, andlooped ends 201. The body of each frame plays in the loops of the otherframe, as shown in Fig. 18. A spiral spring 202 surrounds the innerframe and abuts against the looped ends of the latter, and is secured bythe looped end of the outer frame. This spring keeps the absorber indistended position, as shown in Fig. 18, thereby providing for suddenstress to temporarily compress the spring and do away with the shock andalso allow the machine to automatically right itself.

Guide puZZeys.-Guide pulleys are utilized in every place in the machinewhere the wires make a turn. The guide pulley as is bestshown in Figs.15 to 17 inclusive, comprises a wheel 203, mounted upon a shaft 204. Theshaft is connected to and supported by a bail 205. Guides 206 areprovided, said guides having ears 207, which are pivoted to the shaft.These guides have central openings sufficiently large for the wires toeasily play within them, but they turn upon their pivots around theshaft in accordance with thej'j change in leverage of the wires, andprevent: the latter from jump ing out of the groove in the wheel.

Detac'ls.1n addition to the details already described, Figs; 2 and 7show the radiator 208 arranged upon. the front of the body immediatelybehind the tractor where the air forced rearward by the latter willengage with it. 209 is an oil tank. arranged below the passenger seat2.10. The ,aviators seat 211 is arranged within convenient access of thecontrolling devices already described. Two gasolene tanks, 212, 212, arearranged in the front of the body on each side of the tractor shaft.

It will be understood that while I have described the devices forcontrolling the angle of the auxiliarv plane for stabilizing as moved bythe lever or yoke 97, connected to the fulcrum 99 which is ordinarilyfixed for and var ing the angle of incidence by moving the atter fulcrumby means of the sleeve 102, it is apparent that the reverse may be donefor stabilizing'and for chang ing the angle of incidence. In otherwords,

the sleeve 102 may be moved for the purpose of stabilizing and braking,while the yoke 97 may be moved only for changing the angle of incidence.

It is to be understood that the engine may be of any type, but I preferto make it as shown, of the internal combustion type, using a liquidhydrocarbon as fuel.

In accordance with the provisions of the patent statutes "I havedescribed the principle of my invention together with the apparatuswhich I now consider to represent the best embodiment thereof; but Idesire to have it understood that the apparatus shown is merelyillustrative and that the invention can be carried out in other ways.

Having now described my invention, what 1 claim as new and desire tosecure by Letters Patent, is:

I 1. An aeroplane having a body, a main sustaining plane and anauxiliary sustaining plane, a front spar for each of the planes, a rearspar for the main plane, said rear spar being supported from the frontspar of the auxiliary plane and a spring cushion between the rear sparand auxiliary plane.

2. An aeroplane having a main plane, an auxiliary plane below the same,and vertical members connecting the fronts of the main and auxiliaryplane, diagonal members connecting the front of the auxiliary plane tothe back of the main plane and supporting the latter, and flexibleconnections between the diagonal members and the main plane.

3. An aeroplane having a body, a main sustaining plane above the body,an auxiliary plane below the body, said auxiliary plane being formed ofa center section and adjustable wing tip, vertical members connectingthe front of the main plane with the front of the auxiliary plane,additional vertical members connecting the rear of the main plane withthe rear of the center fixed portion of the auxiliary plane, anddiagonal members connecting the rear of the tips of the main plane withthe front of-the tips of the auxiliary plane, whereby the wing tips ofthe auxiliary plane are supported at their forward edges only.

4. An aeroplane having main planes, members connecting the planes, andwires under tension connecting the planes, the said wires being securedto pegs said pegs having non-circular portions, and devices prevent ingthe pegs from rotating, said devices-being in the form of pivotedkeepers having sockets for engagement with the non-circular portions.

5. An aeroplane comprising main planes, members connecting the planes,two strips connected to each end of a member, a tension device on eachend of each strip, and a wire connected to each tension device wherebythe wires are in pairs, and the tension devices lie side by side.

6. An aeroplane having a framework consisting of a plurality ofhorizontal members constituting front and rear spars, a main sustainingplane extending from the rear spar to the front spar, members forsupporting the spars, a rigid connection between the front spar and asupporting member, and a sliding connection between the rear spar and asupporting member, said latter member having a recess, and saidconnection including a spring within the recess.

7. An aeroplane having a frame and a plane, a yoke pivoted to the plane,means carried on the frame for raising and lowering the yoke, means foradjusting the position of the raising and lowering means therebyadjusting the position of the plane and means for rocking the yoke onits pivot for adjusting the position of the plane.

8. An aeroplane having a plane, a yoke pivotally connected to the plane,a fulcrum for the yoke, means for varying the position of the fulcrumand independent means for rocking the yoke on its pivot.

9. An aeroplane having planes, a diagonal member connecting the planes,the pivoted lower plane being supported adjacent to its forward edge, asleeve moving on the diagonal member, a rod connected to the sleeve, ayoke pivoted to the plane and having a member connected to the rod,means for sliding the sleeve, and independent means for moving the yoke.

This specification signed and witnessed this 17th day of August, 1911.

JOHN THOMAS SIMPSON.

WVitnesses:

LEONARD H. DYER, GUSTAV A. SCHELLACK.

